Electric-railway system.



No .7l8,1 83. PATENTED JAN. 13, 1903. G. T. WOODS. ELECTRIC RAILWAYSYSTEM.

APPLICATION FILED OUT. 30,1896.

N0 MODEL.

2 SHEETS-SHEET 1.

WITNESSES: INVENIOB W Gran ville ZZZ 7700076 I B'Y MW M I ATT.0RNEY No.718,183. PATE'NTED JAN. .13, 1903.

V G; T. worms.

ELECTRIC RAILWAY SYSTEM. g

APPLIOATION'PILBD 00T.30,1896. N0 MODEL. 2 SHEETS-SHEET 2.

WITNESSES: INVENTOR r wanvilze znwaods BY ATTORNEY 'mE NORRIS own; no.Pnoro-uruq, WASHINGTON. D c.

NITED STATES PATENT OFFICE.

GRANVILLE T. WOODS, OF NEW YORK, N. Y., ASSIGNOR TO THE GENERAL ELECTRICCOMPANY, A CORPORATION OF NEW YORK.

ELECTRlC-RAI LWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 718,183, dated January13, 1903.

Application filed October 3t), 1896. Serial No- 610,550. (No model.)

To all whom it may concern.-

Beit known that I, GRANVILLE T. Woons, a citizen of the United States,and a resident of New York, in the county of NewYork and 5 State of NewYork, haveinvented a certain new and useful Electric-Railway System, ofwhich the following is a specification.

My invention relates to electrical-railway systems, and particularly tothat class of such systems wherein the current for driving the car-motoris taken from working contacts or conductors along the road-bed, towhich,preferably through the agency of electromagnetically-controlledswitches along the line of way, the current is fed only at the time thecurrent-collectors on the car are in engagement with said conductors.

The object of the invention is to construct an electric-railway systemof this sort in a manner such as to insure perfect safety from shock atthe working conductor or contacts,

reduce leakage to a minimum, economize current in the operation of thesystem, and at the same time provide asystem which can be easilyconstructed and perfectly controlled.

lVith these objectsin view my invention consists in the construction,combination, and arrangement of parts and circuits, as hereinafter fullydescribed, and I set forth in the claims.

In the accompanying drawings, forming a part of this specification,Figural diagrammatically represents the system, showing the apparatus ofone car .in operative position. Fig. 2 is a similar representation ofthe system modified in some of the details.

In the d raWings,A A A represent the trackrails, which by preferencecarry no current either to or from the driving-motor, though one of themmay be divided into insulated sections, as A A to serve in lieu of anextra set of contacts or conductors, a car-wheel, as P, serving as acontact-maker.

13 indicates the generator forsupplying our- 5 rent over feeder C andreturn-conductor C, which extend along the line of way and are properlyinsulated in any suitable manner.

Along the road lines of working contacts or conductors are placed atsuitable intervals and carefully insulated from each other and from theground. They may be of any desired length. In Fig. 1 they arerepresented as short lengths or sections of rails 1 2 3 4. In Fig. 2 theworking conductors are shown as circular blocks 1 2 3 4.

The term working contacts or conductors is here used with reference toall the contacts employed in the operation of the trackswitches and thecar-motor.

The electromagnetic switches for controlling the flow of current to theworking conductors may be variously constructed and connected up. Iprefer, however, to use one in which the circuit is initially closed bycurrent shunted from the main feeders around the driving-motor and whichwhen closed will be maintainedclosed by the power-current as it flowsthrough. the car-motor and the shuntcircuit.

The switch-magnets may be of any suitable form, though I have shown themat E as having a single core bearing two coils, one of which is designedto initially energize the magnet to saturation for drawing up or pickingup the armature to close the sWitch-contacts, while the other is in themotor-circuit to hold the switch closed in casethe pick-up circuitshould break whilethe motor is taking current over that particularbranch. The

movable part of the electromagnetic switch is normally free anddisconnected from all of the circuits and is provided with contacts forengagement with contacts 11 12 at either side of a break in the branchD, which branch passes about the core E of the magnet, as illustrated.The said movable part of the switch is provided with an extension 13,composed of insulating material, to which a conducting-plate 14 issecured. This plate connects and disconnects contacts 15 and 16, so 0that return-conductor 1 may. be placed in communication with the mainreturn 0' through conductor 17 or completely disconnected therefrom.

The pick-up coil 1 of each magnet is in cir- 5 cuit 18, which extendsfrom work-conductor 3 to rail A For engagement with the several workingconductors there are carried by the cars suitable contact makers orshoes J J of such 10o. length that they may span the distance be tweenany two of the working conductors, and

thereby engage with any in advance before leaving the onein immediatecontact.

The circuits and mechanism just described constitute what may be termedthe track system, while the circuits and apparatus on the car foroperating and controlling the motor may be termed the car-motor system.

Upon the car are carried two electrodynamic machines in series, one ofwhich, F, is used for propelling purposes only. The other, G, is forregulation and is provided with an adjustable switch H in itsfield-circuit for cutting in or out thereof more or less resistance. Thespeed of the armature G may be controlled in any suitable manner and maybe made to assist in propelling the car.

The field of the motor F is maintained in a separate circuit, and theelectromotive force supplied to its armature is varied by the counterelectromotive force of motor F and also by the variable counterelectromotive force of machine or motor G, approximately in proportionto the work performed. This provides for regulating the speed of thecarmotor and also for varying the energy passing through the workingconductors and the points of contact, and thereby limiting the heat atsaid points at the time at which the car-motor is started. It is wellknown that in starting motors in systems where a resistance is used inthe armature-circuit to control the current a large amount of energy isconverted into heat at points of temporary contact-as, for instance,between the contact-makers and the Working conductors'and also betweenthe fixed and the movable switch-contacts in the branch circuits. Thevariation in the current passing through the coil K on magnet E does notcause the pressure between the contacts of the switch to vary, becausethe current through the pick-up coil maintains the energy of the core.The said machines carried on the car are connected between thecontact-makers J and J.

In the armature-circuit of motor F is shown at L a switch for reversingthe motor. The current for operating the pick-up magnets orelectromagnetic switches E is shunted from a branch of the main circuitat contact ll and passed through coil I, and in this shunt is placed aresistance, preferably the motorarmature of a motor-generator W on thecar.

Any suitable means may be employed to initially operate thepick-up-magnet switches or to close the circuit when it becomesinterrupted between the magnet and the main cir cuit. I have shown asimple battery M as indicative of any means suitable for this purpose.

The inotor-generator W, aside frominterposing the necessary resistancein the picking-up shunt for the track-switches, furnishes current to thefield-coil of the working motor F over circuit 25, as indicated. Thereis a great saving effected in carrying on the car the resistancenecessary in the switch-operating shunt, since thereby is avoided thenecessity of placing a resistance at each switch. The circuits will behereinafter traced by setting forth the operation of the system.

One of the principal objections to railway systems having exposedworking conductors on the street-surface is that of danger resultingfrom said conductors remaining alive after a car has ceased takingcurrent therefrom and passed over it. In my system, constructed asdescribed, each working conductor or contact is cut out of circuit assoon as it is left by a car, because the switch-magnet becomesdenergized as soon as the contactshoes leave said conductors. Thisseparation of the switch-contacts is also assisted by making one memberof each pair from carbon and the other from some alloy containing zincor some other one of the group of silver metals. I have also providedmeans for absolutely preventing a conductor from remaining alive even ifa switch should from any unforeseen cause remain closed after itscontact on the street-surface is left by the contact-shoe. Such meansmay consist of any suitable cut-out device responsive to an abnormalincrease in current; but by preference I employ simply a fuse, as at 20,in the motor-circuit on the car, and a test-contact maker, as N, carriedby the car and connected to contact-maker J. Then along the line of wayin the path of contact-maker N, I place test-contacts 5, Fig. 1, or 5 67 8 9 10, Fig. 2. I have shown these contacts aslocated between therails; but they may obviously be located in any other position desired.In Fig. l the contacts 5 are arranged with relation to the workingconductors so that each test-contact will be engaged by thecontact-maker N after contact-maker J leaves the work-conductor of thatsection. Thus it will be seen that should a switch stick, N willshort-circuit the motor, and thereby cause the fuse or other automaticdevice at 20 to act. This is an exceedingly important feature in systemsof this class. It is obvious that if I place a second fuse 21 in thecircuit near pick-up magnet E the second fuse will be caused to actsimultaneously with the first fuse, provided both fuses are of the samecurrent-carrying capacity. However, I preferably employ but one fuse orlike device to thus operate, and that one I place upon the car. I haveshown test-contact 5 connected to the return-conductor side of thesystem only; but I may, if I so desire, arrange another test-contact, asshown by dotted lines at X, near contact 5 and connect it with theopposite conductor, so that test-contact maker N may touch both contactssimultaneously, thus creating a direct short circuit in that section andblowing the fuse at 21. The test-contact only operates, of course, whena switch fails to open. The switch in block 1 then being closed, thecircuit completed by N on contacts 5 and X would be from B, over 0 D K12, switchcontact 11, 1S, 3, X, N, 5, 19, 1, 17, 15, 16, and C, back toB.

I have discovered by experiment that when a test-contact maker followsor trails after the car it has many disadvantages. For instance, when acar is rounding a short curve the trailer swings beyond the outer railof the road, thereby avoiding connection with the contacts, or it mustbe made very wide or be provided with some sort of guide to keep it inline with the contacts. By my improved system I am enabled to locate thetest-contact maker about midway between the ends of the other twocontact-makers and between the trucks under the car, as indicated inFig. 2, which is my preferred arrangement. In

this latter plan I lead a conductor from one of the working contactsboth up and down the track, connecting each end to a contact locatedabout midway between the working contacts of two adjacent sections ofthe road. I also overlap the ends of the connecting-con- ,ductors in themanner shown to provide for cars moving in either direction. Then byproperly placing the test-contact makerN with relation to the workingcontacts and their engaging shoes contact N will engage and leave thetest-contact of a section before the motor is cut into that section bythe movement of the car. Then after the car is cut into that section andout of the preceding section the test-contact maker will engage with thetest-contact of the said preceding section.

The operation of the system is as follows: Suppose the motive apparatusin Fig. 1 is at rest and no current flowing over the mains. To start themachinery, we first move switch 0 to the right, so as to connect theterminals of battery M to conductors 22 and 23, respec tively, whencurrent will flow from the battery over conductor 23, to contact-makerJ, thence over work-conductor 4, conductor 18, contact 11, coil I, torail A, thence over carwheel P and conductor 22 back to the battery.Magnet E will then draw up its armature R and close the main circuitfrom conductor 0, over conductor. D, one coil of magnet E, and contacts12 and 11. At this point the main current divides. A portion shuntsthrough coil I to rail A, over car-wheel P, motor-armature S, conductorT, to contact-maker J and return work-conductor 2, thence throughcontacts 15 16 and circuit 17 to the main return-conductor G. The otherportion of the current flows over conductor 18 to work-conductor 4, overcontact-maker J, fuse 20, armature of machine G, switch L, armature ofmachine F, conductor 24, to contact-maker J,

thence over return work-conductor 2 and con-,

after the battery closes the switch R switch 0 is thrown to connect thebattery M in circuit with conductor 22 and the field of motor S tomaintain the energy of said field. In the meantime motor S has startedup and its generator-armature supplies current to the field of motor F.The counter electromotive force of motor S assists the mechanicalresistance of the armature (by reducing the electromotive force) to cutdown the current to a suitable degree to operate the switch or pick'upmagnets in series therewith. The resistance at H is cut out more or lessto start and regulate the speed of the motor. Ourrent having once beensupplied to the motor the battery M is no longer needed to operate thepick-up magnets unless there should happen to be an open circuit betweenthe feedconductor and a section of the work-conductor, as the shoes J Jare made long enough to span the space between adjacent contacts, and sotransmit the current of.the pick-up shunt through coil I of the nextswitch, the current flowing from B over 0, D, K, 12, 11, 18 of thesection from which the car is passing, thence by conductor 4, shoe J toconductor 3, and over conductor 18, connected thereto, through contact11, coil I, rail-section A wheel P, which precedes shoe J, then througharmature S to shoe J, conductor 2, contacts 15 and 16, and conductors 17and 0 back to generator B. Coil I of the advance switch being thusenergized, the switch is closed thereafter and the motor-circuitcompleted as hereinbefore described.

It should be understood that the length of shoes J J is not limited tothe distance between two work-conductor sections or contacts in series,because the greater the length of the shoes in proportion to thedistance between the work-conductor sections or contacts the greater maybe the speed of the car.

In Fig. 2 the circuits are substantially the same asin Fig.1. In bothinstances the working conductors are all cut otf from the mains by abreak controlled by the electromagnetic switch and are devoid of groundconnections. The rail-sections, as A A are likewise normallydisconnected from the line-circuit and have no ground connections.

By the regulation of the electromotive force supplied through machine Gthe motor F is perfectly controlled. When the field of motor G isvaried, the counter electromotive forces of the two motors will varydilferentially. The motor-generator W, in addition to supplying to thepick-up shunt the mechanical resistance of its motor-armature and thecounter electromotive force, also supplies the field of motor F withcurrent. The action of the motor side of motor-generator W upon thepick-up shunt is that of a counterelectromotive-force regulator to varythe current in said circuit.

. When snow, ice, dirt, and otherlike debris have collected upon theworking conductors, the accumulation will increase the resistancebetween the said working conductors and the contact-maker orcurrent-collector carried by the car. Then the speed of themotor-generator armature will automatically vary,thereby varying thecounter electromotive force thereof. In other words, the counterelectromotive force in the pick-up circuit automatically compensates forthe varying resistance in said circuit by decreasing approximatelyproportionally to the increase of the resistance of said circuit, andvice versa. Therefore the pick-up magnet is supplied with an operativecurrent which is practically independent of the varying resistance insaid pick-up circuit. It will be observed from the foregoing descriptionthat the energy for operating the pick-up magnetin advance of the car isprimarily taken from the main or power feeder through one workingcontact or conductor and delivered to the magnet through another workingcontact or conductor.

The construction, arrangement, and location of the various adjustablecontrolling devices and other parts above set forth for the purpose ofdemonstrating my invention may be varied in ways other than thosesuggested without departing from my invention.

What I claim as my invention is 1. In an electric-railway system, thecombination with the series of working contacts or conductors upon theline of way and electromagnetic switches for controlling the currentthereto, of three contact-makers carried on a car and arranged to engagewith the working contacts, and connections from one of thesecontact-makers to each of the others, the car-motor in one of theseconnections and a source of counter electromotive force consisting of amotor-armature in the other in series with a coil of the switch-magnetfor controlling the flow of current to the switchmagnet, as and for thepurpose set forth.

2. In an electric railway having electromagnetic track-switchescontrolling the flow of current from the track system to the car-motorsystem, a shunt from the motor system for energizing the magnets of thetrack switches, and a motor-generator on the car having the armature ofits motor side in said shunt, and having its generator side so connectedto the car-motor system that the work and therefore the counterelectromotive force of the motorgenerator armature is regulated, as andfor the purpose described.

3. In a sectional-contact electric railway, the combination withcontacts located along the line of way in the track system, ofcooperating contact-makers carried on a car and connected in thecar-motor system, test-con.- tacts for the track system also located onthe line of way and out of alinement with the other contacts, and anindependent test-contact maker carried by the car and connected to adevice in the car-motor circuit, which is affected by an abnormalincrease of current.

L. The combination with the normally dead sectional working contacts orconductors, of switches for connecting them to the powercurrent as a carmoves over the road, test-contacts along the line of way in addition tothe working contacts and in circuit therewith, an auxiliary contact-maker carried by the car for engagement with only thetest-contacts, and

d uctors, of automatic switches controlling the how of current thereto,an automatic cut-out upon the car in the circuit to said conductors, andan auxiliary contact-maker carried by the car and directly connected tothe motor-circuit and adapted to operate said cut-out upon the flow ofcurrent over said auxiliary contact-maker, substantially as set forth.

6. In an electric-railway system, substantially such as described, thecombination with the normally dead working contacts or conductors, ofelectromagnetic switches controlling the How of current thereto, anautomatic device upon the car in the circuit of the motor, and meansupon the car for causing said device to interrupt the action of themotor when said means finds any track-switch has failed to open as soonas the car-motor ceased to take current from the working conductorcontrolled thereby, for the purpose set forth.

7. In an electric sectional-conductor, railway system, the combinationwith sectional conductors and the switches along the line of way forthrowing said conductors into and out of circuit, of an automatic deviceon the car for interrupting the action of the motor, and means forelectrically connecting said device to sectional contacts in the rear ofthe car, as and for the purpose set forth.

8. In an electric sectional-conductor railway system,the combinationwith the switches along the line of way for throwing the conductors intoand out of circuit, of automatic circuit-controllers in electricalcommunication with said conductors, test-contacts located along the lineof way and also in electrical communication with said contacts orconductors but out of alinement therewith, and a contact-maker carriedby the car for engagement with only the test-contacts, as and for thepurpose set forth.

9. In an electric-railway system havingsectional contacts or conductorsand switches for throwing them into and out of circuit with the sourceof motive current, the combination with the car-motor, of an automaticcircuitinterrupter located on the car in the motorcircuit, test-contactsalong the line of way and in electrical communication with said contactsor conductors, and a contact-maker carried by the car in the path of thetest-contacts and connected to the motor-circuit between saidcircuit-interrupter and the motor, as and for the purpose set forth.

10. In an electric-railway system, the combination with two lines ofworking contacts 1 or conductors extending along the road and connectedrespectively with the feed and return conductors from the source ofcurrent, of test contacts or conductors located out of alinement withthe working contacts butelectrically connected thereto, normally openelectromagnetic switches controlling the flow of current through saidworking conductors, an automatic cut-out in electrical communicationwith said working conductors, contact-- makers carried by the car forengagement with said working conductors, the car-motor connected betweentwo of said contactmakers, and a third contact-maker carried by the carand adapted to engage with the feedconductor on one side and thereturn-conductor on the other side (as the car moves along) through thetest conductors or contacts, the arrangement being such that theautomatic cut-out will act if the third contact-maker touches a livetest-contact and thereby completes a short circuit between the feed andreturn conductors.

11. In an electric-railway system substantially as described, thecombination with two series of working contacts or conductors ex tendingalong the road and connected respectively with the feeding and returncircuits from the source of current, of normally open electromagneticswitches controlling the flow of current through said conductors, a fusein the circuit through the car-motor and carried by the car,contact-makers carried by the car for engagement with said conductors,the carmotor connected between two of said contactmakers,te'st-contactsconnected to the circuitconductors, and a third contact-maker connectedto the motor-circuit between the fuse and the motorand adapted to engagewith each test-contact, as and for the purpose described.

12. In a sectional-contact electric railway, the combination of brancheselectrically communicating with the main circuit, working contacts andtest-contacts connected tosaid branches,,said test-contacts and workingcontacts "being located along the line of way out of alinement with eachother, and contactmakers carried by the car for engagement with onlytheir respective contacts, as and for the purpose set forth.

13. In a sectional-contact electric railway, constructed for traffic inboth directions, the combination with the branches of the main circuitterminating in working contacts or conductors, of test-contacts locatedout of alinement with the working contacts, and connected in pairs tosaid branches and the pairs arranged to overlap each other, as and forthe purpose set forth.

14. In an electric sectional-contact railway system, the combinationwith a pick-up shunt from the motor-circuit, of a motor-generatorarmature in said circuit, a pickup source of current in a local circuit,and a switch for ineluding said source in the initial pick-up circuit orfor connecting it to the field-coil of the motor-generator, as and forthe purpose set forth.

15. In an electric sectional-conductor railway, the combination With theworking-circuit contact-makers, of test-contacts located along the way,and a contact-maker for engagem ent therewith carried under the carintermediate the terminals of the working-circuit contact-makers, forthe purpose set forth.

16. In an electric-railway system, the combination with the car-motor,of a motor-generator on the car having the armature of its motor side ina shunt from the motor'circuit and having its generator side connectedto the field-coil of the car-motor, as and for the purpose set forth.

17. In a sectional-conductor electrical-railway system havingtrack-switches controlling the flow of current to said conductors, thecombination with the car-motor taking current from said conductors, of amotor-generator on the car having the armature of the motor side in abranch from the car-motor circuit through a coil of the. track-switchesand having the generator side connected to the field-coil of thecar-motor, substantially as set forth.

18. In a sectional conductor or contact electrio-railway system, thecombination with the switches along the line of way for throwing saidcontacts into and out of circuit, of testcontacts located along the lineof way and also in electrical communication with said conductors, butout of alinement therewith, and contact-makers carried by the car andout of alinement with each other for engagement with said contacts,substantially as and for the purpose set forth.

I 19. In a sectional conductoror contact electrical-railway system, thecombination of branches electrically communicating with the maincircuit, a line of working contacts and a line of test-contactsconnected to said branches, said working contacts and test-contactsbeing located along the line of way out of alinement with each other,and contactmakers carried by the car and out of alinement with eachother for engagement with only their respective lines of contacts,substantially as and for the purpose set forth.

20. In an electric railway having electromagnetic track-switchescontrolling the flow of current from the track system to the can motorsystem, a shunt from said motor system for energizing the magnets of thetrackswitches, and a motor-generator on the car having the armature ofits motor side in said shunt.

21. The combination with the pick-up-magnet circuit, of acounter-electromotive-force generator, a battery for maintaining thefield thereof, and means for switching said battery onto the pick-upcircuit at starting.

22. The combination with the pick-upanagnet circuit, of amotor-generator the motor portion of which is in said circuit while thegenerator portion supplies another circuit.

23. The combination with the driving-motor, of the pick-up magnets alongthe line of Way each in a shunt from the power-circuit, and amotor-generator the motor side of which is brought successively into theshunts containing the pick-up magnets while its gener 7 current.

25. The combination of a driving-motor, of a motor-generator thegenerator side of which supplies the field of said motor, and anindependent regulating-motor the armature of which supplies a variableand regulating electromotive force in the armature-circuit of saiddriving-motor.

26. In an electric railway having electromagnetic track-switchescontrolling the flow of current from the track system, the carmotorsystem, a shunt from said track system to said car-motor system, and amotorgenerator on the car having its fields maintainedpracticallytconstant and the armature of its motor side in said shuntand its generator side so connected to the car-motor system that thework and therefore the counter electromotive force of themotor-generator armature is regulated.

27. The combination with the pick-up-magnet circuit, of anautomatically-acting device connected in said circuit whereby thecounter electromotive force in the pick-up-magnet circuit will bevaried, for the purpose set forth.

28. In an electricrailway system of the character described, thecombination of electromagnetic pick-up switches located along the lineof way and the movable part thereof normally disconnected from all ofthe circuits, and sectional contacts or conductors each normallydisconnected from the main source of current atsaid switches, eachswitch controlling the current to the separate sets of contacts orconductors of a given section and having its magnet coil or coils in thepower-circuit, one set of switch-contacts serving to connect a contactor conductor to the return-circuit and another set to connect thefeeding-main to the motor through another contact or conductor,substantially as set forth.

29. The combination in an electric-railway system of the characterdescribed, of a supply-main, a working conductor divided into 1 sectionshaving normally open connections to the supply-main, electromagneticpick-up switches'for completing said connections, and

. means for varying the amount of current passing through the pick-upcoils of said switch-magnets, the arrangement being such that when thecar is brought to rest the magnet in the circuit immediately under thecar will continue to receive operative energy.

30. The combination in an electric-railway system, substantially asdescribed, of a supply-main, a work-conductordivided into sectionshaving normally open connections to the supply-main, electromagneticpick-up switches for completing said connections as the car moves along,circuits including the pick-up coils of said magnets, and means in saidcircuits for varying the current passing therethrough, the arrangementbeing such that the current, passing through said circuits, delivers itsenergy to said magnets, and also to the car-motor.

31. In an electric-railway system of the character described, thecombination ofa supply-main, a work-conductor divided into sectionshaving normally open connections to the supply-main, switches operatedby electromagnets for completing said connections in advance of the caras it moves along, and means forvarying the amount of current passingfrom the supply-main through the pickup coils of said magnets, thearrangement being such that the magnet-circuit immediately in advance ofthe car is closed by the switch controlled by the magnet in saidmagnet-circuit before the driving-motor is connected to the supply-main.

32. In an electric-railway system of the character described, thecombination of a supply-main, a work-conductor divided into sectionshaving normally open connections to the supply main, electromagneticpick up switches (normally operated by energy taken from thesupply-main) for completing said connections as the car moves along, andmeans for varying the current in said magnet-circuit, the arrangementbeing such that the said magnets will hold the switch connectionsclosed, when the driving-motor is present, independently of thevariations of current through the driving-motor.

33. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the latterwith the former, a regulating resistance carried by the car and adaptedto be connected in circuit with the successive magnet-coils as the carproceeds, and means for connecting the magnet-coils successively withthe feeder as the car proceeds.

34. In an electric railway, the combination with the feederfofconductor-sections, electromagnetic switches for connecting the latterwith the former, a motor on the car adapted to be connected in circuitwith the successive magnet-coils as the car proceeds, and to serve as aregulating resistance in the circuits of said coils, and means forconnecting the successive magnet-coils with the feeder as the carproceeds.

35. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the latterwith the former, a translating device on the car adapted to be connectedin circuit with the successive magnet-coils, and to serve as aregulating resistance therefor, and means for connecting the successivemagnet-coils with the feeder as the car proceeds.

36. In an electric railway, the combination with a feeder, ofworking-conductor sections independent of thetrack-rails, switches forconnecting the feeder with said sections, carmotors, a collector carriedby the car and connecting said sections with the motors, coils in branchcircuits from between the feeder and motors for actuating said switches,coils in series with the feeder and motors for holding said switchesclosed, and track-rails serving with the car-wheels as part of saidbranch circuits.

37. In an electric railway, the combination with a feeder, ofworking-conductor sections independent of the track-rails, switches forconnecting the feeder with said sections, magnet-coils in branchcircuits from said conductor-sections to the return for actuating saidswitches, magnet-coils between the feeder and said sections formaintaining said switches closed, and track-rails serving with thecarwheels as part of said branch circuits.

38. In an electric railway, the combination with a feeder, ofworking-conductor sections independent of the track-rails, switches forconnecting the feeder with said sections, magnet-coils in branches fromsaid conductorsections to the return for actuating said switches,aresistance in circuit with said coils, magnet-coils in series betweenthe feeder and said sections for maintaining said switches closed, andtrackrails serving with the carwheels as part of said branches.

39. In an electric railway, the combination with the feeder, ofconductor sections, switches for connecting thelatter with the former,magnet-coils in branches from said conductor-sections foractuatingsaidswitches, magnet-coils in series between the feeder and saidconductor-sections for maintaining the switches closed, and means forinsuring the opening of the circuits of the actuating-coils in orderthat the conductor-sections may not remain alive after the car haspassed over them. t

40. In an electric railway, the combination with the feeder, ofworking-conductor sections, switches for connecting the latter with theformer anxiliary-cond uctor sections, magnet-coils connected between theworking conductor sections and the auxiliary conductorsections foractuating said switches, magnet coils in series between the feeder andsaid working-conductor sections, and contact devices carried by the carfor engaging with the working and auxiliary conductor sections.

41. In an electric railway, the combination with the feeder, ofconductor-sections, and

electromagnetic switches for connecting the latter with the former, themagnet-coils being connected in branches from the power-circuit whichextend from, and return to, the car.

42. In an electric railway, the combination with the feeder, ofconductor -sections, switches for connecting the former with thelatter,magnet-coils for actuating the switches, a car, a car-collectorfor engaging said conductor-sections, and means carried by the carforopening said feeder connectionsindependent of the operation of saidswitches.

43. In an electric railway, the combination with the feeder, ofconductor -sections, switches for connecting the former with the latter,magnet-coils for actuating the switches, a car, a car-collector forengaging said conductor-sections, and means independent of said switchesfor opening the feeder connection of a switch which may have remainedclosed after the car-collector has left the section controlled by saidswitch. 7

44C. In an electric railway, the combination with the feeder,ofconductor-sections,switches for connecting the latter with the former, acar, a motor thereon, a car-collector for engaging saidconductor-sections, and means whereby a conductor-section which remainsalive after the car-collector has left it, causes the carmotor to bedisconnected from the feeder.

45. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the formerwith the latter, a car, a car-collector for engaging saidconductor-sections, and means for stopping the car when a switch whichthe car-collector has just left, remains closed.

46. In an electric railway, the combination with the feeder, ofconductor-sections, normally open electromagnetic switches forconmeeting the latter with the former, means for energizing theswitch-magnets successively as the car proceeds, and means independentof said switches for opening said circuits so as to prevent'the switchesfrom remaining closed after the car has passed.

47. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting'the latterwith the former, a car, a car-collector for engaging saidconductor-sections, auxiliary test-sections connected in pairs to saidconductorsections, each section of each pair being located between thesections of another pair, and an auxiliary contact on the car forengaging said test-sections.

48. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the formerwith the latter, a collector carried by the car for engaging saidsections, and an auxiliary contact device carried by the car and adaptedto open the connection of the feeder with a conductor-section which maybe alive after the collector has left it, said connection fig beingopened before the switch controlling said section is opened.

49. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the latterwith the former, a collector carried by the car for engaging the saidsections, auxiliary test-contacts connected with saidconductor-sections, and a contact device carried by the car for engagingsaid test-contacts, the test-contacts being located between successiveconductor-sections whereby the auxiliary contact device may be locatedsubstantially midway of the car so that it cannot be carried away fromthe test-contacts when the car passes around a curve.

50. In an electric railway, the combination with the feeder, ofconductor-sections for supplying the motor and the switch-magnets withcurrent, electromagnetic switches for connecting the feeder withconductor-sections, and auxiliary contacts along the way, which controlthe feeder connections made by the switches.

51. In an electric railroad, the combination with a feeder, ofconductor-sections,normally open switches energized successively as thecar proceeds for connecting the latter with the former,and means forautomatically opening the connections between the conductorsections andfeeder independent of the switch in said connection if the saidconnection is complete after the car has passed owing to the failure ofthe switch to open.

52. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches energized successively asthe car proceeds and normally tending to open for connecting theconductor-sections with the feeder, and means for breaking theconnections made by said switches by current flowing from oneconductor-section to another, in case the switches fail to open.

53. In an electric railway, the combination with the feeder, ofconductor-sections for supplying current to the motor and to theswitchmagnets, electromagnetic switches for connecting the feeder withconductor-sections, auxiliary contacts along the Way, and a contactdevice carried by the car and cooperating with said auxiliary contactsto break the connections closed by said switches independent of theoperation of said switches.

54. In an electric railway, the combination with the feeder, ofconductor sections, switches for connecting the latter with the former,coils for actuating said switches, said coils being connected incircuits whereby they normally receive energy from the feeder, and anauxiliary source of current carried by the car and adapted to be cut incircuitwith said coils when the feeder or the conductor-sections aredead.

55. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches for connecting the latterwith the former, means for connecting the magnet-coils successively withthe feeder as the car proceeds, and a regulating resistance in serieswith the magnet-coils.

56. In an electric railway, the combination with the feeder, ofconductor sections, switches for connecting the latter with the former,a collector carried by the car and connected with the car-motors, anauxiliary collector carried by the car, a connection from each switch tothe sections engaged by the latter collector, and magnet-coils in saidconnections for actuating said switches.

57. In an electric railway, the combination with the feeder, of asectional conductor, an electromagnetic switch for connecting a sectionof the latter with the former, a branch from the feeder around thecar-motors and containing the coil for said switch, and an adjustableresistance in said branch.

5b. The combination with the feeder, of feeder conductor-sections,electromagnetic switches for connecting the latter with the former,auxiliary or switch-energizing sections, and means for automaticallycompensating for any variation of resistance in the circuits of theelectromagnets.

59. The combination with the feeder, of feeder or powerconductor-sections, electromagnetic switches for connecting the latterwith the former, and a generator of counter electromotive force on thecar which opposes the electromotive force in the circuits of theelectromagnets.

60. The combination with the feeder, of feeder or powerconductor-sections, electromagnetic switches for connecting the latterwith the former, and a motor-generator carried by the car having itsmotor-armature in series with the switch-magnets, and its generatorportion supplying current to translating devices on the car.

61. In an electric railway system, the combination with the feeder, ofconductor-sections, an electromagnetically-actuated switch forconnecting the latter with the former, and an electric motor carried bythe car and connected in series with the pick-up coil of said switch inthe normal operation of the system.

62.- The combination with a car-motor, of collectors carried by the car,one car-collector being connected with the field of the carmotor, andthe other connected with its armature.

63. In an electric railway, the combination with the feeder, ofconductor-sections, electromagnetic switches normallyenergizedsuccessively by the feeder-current as the car progresses toactuate said switches, collecting means carried by the car which engagessaid sections to convey current to the car-motors and switch-coils, anauxiliary source of current, and suitable circuit connections whereby alocal circuit can be established to include said auxiliary sourcethrough one of said conductor-sections and through the established toinclude said auxiliary source through the car collecting device, through15 the feeder-section engaged by said device and through one of themagnet-coils which is normally energized by the feeder-current.

Signed at New York, in the county of New York and State of New York,this 27th day of 20 October, A. D. 1896.

GRANVILLE T. WOODS.

Witnesses:

WM. H. GAPEL, D. H. DECKER.

